Alfa Romeo Junior vs Mercedes-Benz EQB

What's the difference?

Our day with the Junior Ibrida MH left us wanting more.

Striking design, an inviting cabin, rorty performance and immersive dynamics are what people want and expect from an Alfa Romeo, and its smallest SUV does not let the side down.

That the mild hybrid also delivers (on paper at least) noteworthy economy, in a well-made, generously equipped and (anticipated) keenly-priced package is nothing short of a blinder.

The Junior Ibrida MH might be the most competitive and compelling Alfa Romeo for mainstream Australia… ever!

We cannot wait to confirm this on local roads. Roll on September.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

I really liked the combustion version of this car, the GLB, for its funky style and flexibility and I was pleased to find how easily Mercedes has made the conversion to a fully-electric layout for the EQB.

Despite a tall price, the EQB 350 is a compelling option for those seeking something a bit more luxurious than the Tesla Model Y, something a bit larger than the Volvo XC40 Recharge, and something a bit smaller than the Audi e-tron or the EQC.

The main trade-off for this 350 variant is the loss of the seven-seat layout in favour of more performance. Instead it offers a huge boot, has a sufficient range for city-based buyers, and offers surprising levels of fun, too. 

Just make sure you’ve considered its rivals which may potentially offer more range or features for the same money.

Sharing much with other small crossovers in the Stellantis fold, including the second-generation Peugeot 2008 and Opel/Vauxhall Mokka, as well as the Jeep Avenger and Fiat 600 (that share the same production line in Poland), the Junior sits on the lightweight 'STLA Small' platform.

Checking in at 4.17 metres long, 1.78m wide and 1.5m high, the Junior (though only after a post-unveiling name change from Milano due to that illegally inferring it is built in Italy) was engineered by the same team behind the transcendental Giulia QV, which is a BMW M3 for the heart and soul.

Dimensionally, the Junior lives up to its badge, and is really replacing two Alfas – the Toyota Corolla-sized Giulietta (from 2010) and more-belatedly the Mini Cooper-chasing Mito supermini. As both competed in rapidly contracting classes, going a light SUV instead seems sensible.

And you know what? This looks and feels correct for the brand.

Alfa’s nose treatments have long been provocative and so is the Junior’s. Two interpretations of classic grille themes are available – the cursive ‘Alfa Romeo’ script evocative of pre-war racers or a bold reimagining of the red-cross/snake-and-child logo that is associated with the city of Milan.

More conventional are the neat proportions and Mazda CX-3-esque silhouette, which are spot-on for its intended SUV-seeking clientele. And still obviously on-brand, even if the boomerang tail-light treatment is more Maserati 3200. A lovely wink to the past is the Alfa 156-style pillar-mounted door handles.

And credit where it is due. The Junior looks nothing like its 2008, Avenger, Mokka or Fiat Seicento corporate cousins. Inside or out!

The EQB has a very predictable design in that it doesn't stray from the combustion car’s formula. At all.

The only evidence from the outside this is the electric version is the blanked out grille, and closer observers might notice the rear light bar which cuts across the boot lid is different from the split tail-light design which appears on the combustion car.

Still, to my eyes, the GLB is a cool design with its upright boxy look bucking the curvaceous trend of most EVs, and, indeed, the rest of the Mercedes line-up. 

Its rebellious streak makes it one of the most appealing SUVs in Mercedes’ current range, and it comes with a bit of toughness which is missing from the EQA. 

If nothing else, it’s a completely different look from Tesla’s amorphous Model Y, and this may be enough to appeal to some.

Inside is identical to other Mercedes models which sit on the MFA2 small car platform, immediately setting itself apart with the big high-resolution screens, glitzy ambient lighting, as well as an abundance of chrome and gloss black.

It’s designed to impress from the first time you hop in, and there’s no doubt it does, but it may be a bit over-the-top for some, particularly fans of the more conservative Mercedes designs of eras past.

The chrome in particular becomes a bit of a problem, as it has an annoying habit of catching the reflection of the sun and sending it directly into the driver’s eyes.

It all feels as plush as a circa-$100,000 luxury car should though, with the ‘Artico’ seat trim being one of the better synthetic options on the market, and soft-touch surfaces throughout the cabin selling the Mercedes promise. 

The GLB toughness is even reflected in the chiselled out finishes in the door, dash, and centre console, helping to set it apart from the tamer EQA.

The software is also fast, high resolution, and well presented, which bodes well given the amount of screen real-estate, and the amount of customization is impressive, too.

Again, there are many who will prefer its look and feel to the Apple-store chic of the Tesla Model Y, or the pared back Scandinavian approach of the XC40 Recharge, but also those who won’t. Like many new Mercedes products, it continues to polarise buyers.

Forget every tired old cliché about Italian-car packaging and quality. Though a tad smaller inside than many small SUVs, the Junior is far from flawed.

Stepping inside, you’re greeted by a cossetting and supportive set of front seats, facing a smartly designed and executed dash that ably melds brand heritage with modernity.

The former is found in the deeply-hooded double-binnacle digital instrumentation (echoes of the company’s 1300 Junior of the ‘60s) and circular outboard vents, while the driver-angled 10.25-inch touchscreen is a nice contemporary touch. No issues with its layout or operation, either. It’s fast and logical.

The point is, with sound build quality and pleasing little details that elevate the experience, this is a classy cabin execution, juxtaposed with all the practical stuff.

That is, an excellent driving position, handsome multi-configurable instrumentation, easy reach of most controls, physical buttons for the (effective) climate system, sufficient storage including cupholders, handy USB outlets, wireless CarPlay/Android Auto connectivity… that sort of thing.

Complaints? The touchscreen is set a bit too low, meaning a glance down is required instead of eyes up on the road. In the black-trimmed test car there may be a sense of claustrophobia for some. And vision out is quite restricted as a result of the swoopy styling and slim side glass areas.

The Junior is a city-friendly crossover with more than enough space up front, but a fairly cramped rear-seat area, as its diminutive 2557mm wheelbase suggests. Most adults may need the front-seat occupants to slide forward a tad, and the centre position won’t be joyous for anybody. But at least they sit low so headroom isn’t a problem and on quite comfy cushions to boot.

As with most small SUVs, rear air vents aren’t fitted, but there are cupholders and USB ports, in line with every other small SUV out there.

And at least the Ibrida has a sizeable luggage capacity for one so small, measuring in from 414 litres to a hungry 1280L.

Of course, the lack of a spare wheel helps, but then again, this is a hybrid with extra electrification compared to a petrol-only alternative, so that’s pretty smart packaging going on right there.

This should be the GLB’s calling card. It’s a car with an ideal footprint, not as wide or as long as most mid-size SUVs, whilst also offering a larger cabin and boot.

The big drawback for this variant in particular is the lack of a seven-seat option, as the all-wheel drive requires the under-floor space which is required to give rear occupants legroom. 

It’s a shame, too, because I found the two rear seats in this car’s GLB combustion equivalent to be surprisingly accommodating for even adults.

As a result of these missing seats, though, the full volume can be exploited in the boot, which comes in at a whopping 495 litres.

It’s rivalled by the Model Y, which also has a cavernous boot, although it has a much larger storage area than the Volvo XC40. 

As an added bonus, there is a decent under-floor storage area which has enough space for all your charging cables, although there is no so-called ‘frunk’ with what is normally the engine bay taken up by cooling and auxiliary hardware. 

At first glance there’s so much going on under there, you’d be forgiven for thinking the EQB has an actual engine!

The cabin is also enormous as well as configurable. The EQB has massive rear doors (as it’s designed to be a seven-seater) to make it easy to get in and out of, and once you’re settled in, the amount of space for me (at 182cm) behind my own driving position is very impressive, with ample leg, arm, and headroom.

Rear passengers score the same nice synthetic leather seat and door trim as the front passengers, a bottle holder in each door, as well as two in a flip-out caddy on the drop-down armrest, two nets on the backs of the front seats, dual adjustable air vents, and power outlets on the back of the console. There is also a separate section of the split sunroof to benefit those in the back seat.

Up front the cabin is equally flexible, although it immediately seems odd that the front seats are manually adjustable. Almost unforgivable in a $100,000 car. 

At least the trim is comfortable, and again, the space is configurable for people of all shapes and sizes. 

Storage options include large bins in each door, a split-opening armrest console with USB-C outlets inside, a slide-open area underneath the climate unit, which houses a wireless phone charger and additional power outlets, as well as the usual glove box arrangement. 

Soft trims continue into the doors, although one small annoyance is the excess of chrome trim which has the unfortunate habit of reflecting harsh Australian sun into your eyes if it hits at the wrong angle.

The software is nice and quick, but can be cumbersome and over-complicated to operate at times, particularly when using the centre touchpad, or adjusting the dash with the small touch elements on the wheel. 

It is also notable the Apple CarPlay as-tested only took up a centre portion of the screen, and is not set-up for widescreen mode to take full advantage of the hardware.

Minor complaints aside, though, the EQB follows its combustion GLB twin in having by far one of the most flexible and configurable cabins in its class.

The EQB range kicks off from $87,800, before on-road costs, for the base 250, but the car we’re looking at for this review is the top-spec 350 4Matic, which wears a price-tag of $106,700.

There’s no doubt it’s a hefty price, even for an EV, and especially for a sort-of ‘small’ SUV. There’s more to consider, too. As I mentioned in the intro, the all-wheel drive system precludes the seven-seat layout in this top-spec car, and it has less range than the front-wheel drive model, too, dropping from 371km to 360km.

On the upswing, the dual-motor powertrain is far preferable to the so-so front-wheel drive option, and the 350 also gains an AMG-spiced bodykit and flat-bottomed steering wheel, as well as a panoramic sunroof.

Outside of the extra flair, the EQB 350 is almost as well equipped as you could hope, with the flashy dual-10.25-inch 'MBUX' screen set-up, Nappa leather steering wheel and interior appointments with Mercedes’ signature 'Artico' synthetic seat trim, LED headlights, ambient interior lighting with fully customisable RGB controls, dual-zone climate, a wireless phone charger, 20-inch alloy wheels, as well as keyless entry and push-start ignition.

Given the EQB’s dimensions it would seem its most direct rival is the Tesla Model Y, although it may not be a favourable comparison. 

At over $100,000 the EQB 350 is still more expensive than the top-spec Model Y Performance, which is even more powerful than our Merc here.

Other more indirect rivals include the Volvo XC40 Recharge (from $74,490 in twin-motor form), or less performance-oriented Lexus UX300e ($80,691 for the top-spec Sports Luxury), although neither are as large as the EQB, and the Lexus has about half the performance.

Under the Ibrida MH’s stubby bonnet is Stellantis’ evergreen 1.2-litre three-cylinder petrol engine, delivering 100kW of power and 230Nm of torque. It features a variable-geometry turbo and Miller Cycle combustion process, to maximise efficiency.

Though there is also a Junior Ibrida Q4 all-wheel drive option that adds a second, rear-mounted electric motor available elsewhere, for now in Australia, it’s only the front wheels that are driven, via a 21kW electric motor built into a six-speed dual-clutch transmission and 48-volt/0.89kWh lithium-ion battery pack.

The electric-motor/MH system provides extra torque during acceleration to help boost speed and save fuel simultaneously, and there’s limited round-town electric-only low-speed driving available, or engine-off coasting when off-throttle at speed.

With a credible kerb weight of just 1305kg, the Ibrida clocks in with a power-to-weight ratio of a sparkling 76.6kW/tonne, resulting in an 8.9 second 0-100km/h sprint-time and a top speed of 206km/h.

While the EQB 350 loses its valuable third-row seats, it gains a much more impressive drivetrain than the lesser EQB 250 variant. 

While that car has a so-so front-motor set-up producing 140kW/385Nm, the top-spec 350 sports a much more capable 215kW/520Nm dual-motor system.

This allows a 0-100km/h sprint time of 6.2 seconds, and while it’s not as fast as the entry-level Tesla Model 3, it’s still impressive for a 2153kg SUV.

The all-wheel drive capability also adds a level of confidence which can’t be matched by a front-drive, more on this in the driving section of this review.

Unlike many regular mild hybrids, the self-charging Ibrida MH allows for brief pure-EV driving that Stellantis claims makes 50 per cent of emissions-free city-commuting possible in certain circumstances. Okay, we’ll need to experience that in Australia for confirmation.

The Alfa’s MH set-up aids a WLTP-rated fuel-consumption average of 4.9L/100km, for a carbon-dioxide emissions rating of 110 grams/km.

Using those figures as a guide, an average of about 815km between (premium-unleaded petrol) refills of the 40L tank is possible.

Our test car’s trip computer displayed an average of under 7.0L/100km, with mostly motorway driving near the maximum speed limit.

The full-hybrid Lexus LBX, by the way, averages 3.8L/100km and around 100g/km.

Regardless of which version of the EQB is chosen, the SUV has a 66.5kWh lithium-ion battery pack, and in the case of our all-wheel drive 350, this grants it a 360km WLTP-rated driving range between charges.

My car was reporting around 350km of range at or near a full charge, while my week of testing produced a dash-reported consumption figure of just 18.2kWh/100km.

This is surprising for two reasons. Firstly, I subjected the EQB 350 to a significant amount of freeway testing during my time with it, which usually produces worse consumption numbers for EVs, but it actually bested its official 21.0kWh/100km official figure by a decent margin.

Secondly, I’m puzzled to find this car outperformed the smaller and lighter EQA 250 I had on test in 2021 in terms of overall consumption, and by a significant margin. Very odd.

When it comes to charging up, the EQB can be charged at a rate of 100kW on a fast DC charger, for a 10-80 per cent charge time in a claimed 30 minutes. 

On the slower but cheaper-to-install AC standard, the EQB has an 11kW inverter, allowing a convenient ‘slow’ charge time of 4.1 hours. Expect between 25 and 30 hours on a standard wall socket.

In a word, superb.

This isn’t always a given for an Alfa Romeo, as too many models in the past have suffered for being based on mundane machinery following Fiat’s takeover in the latter 1980s.

Today’s exceptions are the brilliant Giulia and Stelvio, and to this list we can add the Junior Ibrida MH. It feels closely-related to these, despite using so many parts shared with other, different Stellantis models.

As we touched on earlier, the 100kW/230Nm Ibrida enjoys a healthy power-to-weight ratio, which translates to strong off-the-line acceleration and pleasingly eager throttle response once on the move.

The electric motor seems to do a great job topping up power and torque, so – during our 200km-odd drive through rural Spain – we didn’t experience hesitation or lag associated with small-capacity turbo engines and dual-clutch transmissions. This felt spirited yet smooth all the way.

And this was in the 'Normal' drive setting. In 'Dynamic' mode, which proved to be our favourite, the Junior Ibrida MH’s performance is sparkling.

That Alfa seems to have given the exhaust a bit of a spicy note is a nice nod to the brand’s sports-car heritage, but even more so is the light yet precise steering that is perfectly weighted. The driver feels connected to the front wheels – this is a hybrid, remember – and the chassis seems in-tune with what the enthusiast wants.

Suspension is via the usual MacPherson-style struts up front and a space-saving torsion beam rear end, though the Q4 Ibrida swaps the latter out for a multi-link arrangement.

At all times there were three people on board and each with luggage, but the all-too-few times we managed to slice through a corner or race up a ragged rural road, the Junior’s handling and road-holding seemed exemplary for a small SUV.

We were also impressed with the ride quality, but the chosen Spanish route featured beautifully-maintained roads, so we’ll need to confirm whether the sporty chassis tune interferes with suspension comfort on Aussie roads. Likewise, the quiet cabin experience at speed may differ from our isolated Euro experiences.

We can confirm, however, that the ADAS tech is helpful and nuanced, offering subtle intervention in a way that felt seamless after weeks of wrestling with recalcitrant Chinese SUVs back home.

As such, it is clear the Junior Ibrida MH’s basic dynamic set-up is sound, providing pleasure and control as well as stability and reassurance. This behaves like a sophisticated and very grown-up premium SUV should.

We’re very impressed.

This is where the 350 version of the EQB shines. This car is a beast to drive with plenty of power available at your right foot, and incredible amounts of traction to match from its torque-vectored all-wheel drive system. 

This lets it be rapid, but not scary, and despite its square and upright body, might surprise you when it comes to carving a few corners.

Like many EVs, the EQB’s weight feels low and centred, but it appears the suspension has been adjusted to remove any bouncy quality, which might come with the additional weight added over the combustion variants, with nearly 500kg of lithium batteries under the floor.

In fact, the ride is also one of the things which impressed me most about the EQB. It even has huge 20-inch AMG wheels, yet it dealt with bumps of all shapes and sizes in an impressive manner, keeping the body under control, and communicating remarkably little in terms of vibration or unpleasantness into the cabin.

The steering offes a nice balance of feel and electrical assistance, a trait which combines with the EQB’s convenient size to make for an easy SUV to park and manoeuvre.

When it comes to the EQB’s traits as an electric car, there are several modes available to alter the experience. 

Using the paddle shifters, there are several regenerative braking settings to choose from. While none of them are a ‘single pedal’ mode, the D- mode is pretty strong, and clearly contributed to the EQB’s surprisingly good energy consumption in my time with the car.

Activating D+ mode, which can be combined with a sporty driving setting, tones down the regenerative setting almost completely and feels as though it unleashes more potential from the potent electric motors. 

While the sportier settings made the 2WD EQA I tested last year feel a little twitchy and prone to wheelspin, the all-wheel drive system keeps this well under control in the larger EQB for impressive acceleration characteristics.

The breadth of this SUV’s ability is perhaps its most impressive attribute. It can feel comfortable and tame around town, with alarming speed and tenacity when attacking the open road should you so desire. 

Sure, it’s not as whiplash-inducing as some of its rivals, particularly the Volvo XC40 Recharge or Tesla Model Y, but for a luxury SUV like this it’s more than what you could ask for. 

The EQB scores a thorough suite of active safety equipment including freeway-speed auto emergency braking (7.0-200km/h), lane keep assist with lane departure warning, blind-spot monitoring with rear cross-traffic alert, as well as one of the best adaptive cruise systems on the market.

In the event of an impact, the EQB scores dual front, side, and head curtain airbags (the side and curtain bags cover both rows) as well as a driver’s knee airbag. There are the usual dual outboard ISOFIX child seat mounting points on the rear row, as well as three top-tether points.

The EQB scored a maximum five-star ANCAP safety rating to the current 2022 standards, but this rating only covers the base 250 variant. It scored highly across all criteria.

Alfa Romeo offers the premium-manufacturer standard of five years with unlimited kilometres. Whether this continues unchanged when the Junior range arrives during the third quarter of 2025 is not yet known.

All other information, including service intervals, capped-price servicing costs and road-side assistance availability will be revealed closer to the Australian launch.

Mercedes offers a five year and unlimited kilometre warranty, with five years of roadside assist. The high-voltage battery components are also covered by a separate and industry-standard eight-year and 160,000km warranty.

Service intervals are once every 12 months or 25,000km and the service plan costs an average of $440 a year for the life of the warranty which is expensive for an EV, especially considering Polestar offers free servicing for the first five years, and Volvo’s electric offerings are around half the cost over the same period.